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LOCOMOTIVES 


OF 


1907 


BY  CHAS.  S.  J.AKE,  A.M.I.MECH.E., 

MEMBER  SOCIETY  OF  ARTS. 

Author  of  "  The    World's  Locomotives,"  "  The  Locomotive  Simply  Explained" 

"Locomotives  of  1906." 


LONDON : 
PERCIVAL   MARSHALL   &   CO.,  26-29,  POFFIN'S   COURT,  FLEET   STREET,  E.G. 


FOUR-CYLINDER   SIMPLE    (4—6—0    TYPE)    EXPRESS    LOCOMOTIVE,  GREAT  WESTERN  RAILWAY. 
MR.    G.    J.    CHURCHWARD,    M.Inst.C.E.,    Locomotive    Superintendent,    SWINDON. 


Cylinders  (4)  :    Diameter,  14^  ins.  ;    piston  stroke,  26  ins. 

Bogie  wheels  diameter.  3  ft.  2  ins. 

Coupled  wheels  diameter,  6  ft.  8J  ins. 

Wheelbase  :    Rigid,  14  ft.  9  ins.  ;    total,  27  ft.  3  ins. 

Boiler :    Diameter  at  front,  4  ft.  loj  ins. ;   diameter  at  back,  5  ft.  6  ins.  ; 

height  of  centre  above  rail,  8  ft.  6  ins. 
Heating    surface:    Tubes    1988-65   sq.   ft.;      firebox,    154-26  sq.   ft.: 

total,  2142-91  sq.  ft. 


Leading  Particulars. 


Grate  area,  27-07  sq.  ft. 

Working  pressure,  225  Ibs.  per  sq.  in. 

Weight  on  coupled  wheels,    58   tons    16  cwts.  ;    weight  of  engine  (in 

working  order),  76  tons  14  cwts. 

Tender:    Water  capacity,  3,500  gallons;  coal  capacity,  6  tons. 
Weight  of  engine  and  tender  (in  working  order),  1 16  tons  14  cwts. 
Tractive  force,  26,560  Ibs. 


LOCOMOTIVES  OF   19 O7. 


By    CHAS.  S.  LAKE,   A.M.I.Mech.E., 

Member  Society  of  Arts. 


ITH  the  close  of  the 
year  1907,  a  favourable 
opportunity  presents  it- 
self for  reviewing  the 
progress  made  in  the 
world's  locomotive  prac- 
tice during  the  twelve 
months  which  have 
elapsed  since  the  same 
purpose  was  fulfilled  at 
the  .end  of  1906. 

Whilst  it  cannot  be  said 
that  the  present  year  has 
produced  any  very  start- 
ling developments  con- 
nected with  locomotive  engineering,  it  has,  nevertheless, 
witnessed  a  general  advancement  on  recognised  prin- 
ciples, and  indications  of  a  noteworthy  character  have 
not  been  wanting. 

With    an    additional    twelve    months    of    experience 
at    their   disposal,    designers    of   locomotives   the    world 

180713      /  ' 


over  are  showing  an  increased  disposition  to  investi- 
gate more  closely,  and  in  practice,  the  claims  of  others  ; 
and,  although  it  cannot  be  truthfully  stated  as  yet  that 
there  exists  what  may  perhaps  best  be  described  as  a 
current  of  settled  international  opinion,  there  are  un- 
mistakable signs  that  in  regard  to  many  essential  points 
the  general  body  of  locomotive  engineers  are  coming 
more  nearly  into  agreement. 

This  influence,  if  carried  far  enough,  would  doubtless 
have  a  beneficial  effect  upon  the  branch  of  engineering 
under  consideration  ;  but  it  must,  of  course,  be  a  long 
time  before  ideas  have  become  sufficiently  consolidated 
to  allow  of  the  adoption  of  anything  in  the  nature  of 
international  locomotive  standards,  even  for  practically 
identical  conditions  of  service. 

When  we  come  to  pass  in  review  what  has  been  done.- 
in  Great  Britain  during  the  year  1907  in  connection 
with  locomotive  engineering,  it  is  seen  that  on  the 
majority  of  railways  a  policy  of  steady  adherence  to 
existing  standards jhas  been  maintained — a  course  which, 
so  long  as  those  4  standards  remain  adequately  efficient 


•• 


LOCOMOTIVES  OF  1907. 


for  the  work  to  be  performed,  is  perhaps  on  the  whole 
the  best.  On  other  lines  the  spirit  of  investigation  has 
been  manifested,  and,  although  little  of  the  results 
obtained  has  publicly  transpired,  a  great  deal  has  been 
done,  effectively  if  quietly,  in  the  way  of  experimental 
work  with  methods  new  to  the  practice  of  this  country, 
and,  doubtless,  when  the  proper  time  arrives  the  out- 
come will  be  duly  announced. 

The  railway  service  of  the  United  Kingdom  was 
never  more  efficient  than  at  the  present  time,  and, 
speaking  generally,  it  would  be  difficult  to  find  a  strict 
parallel  for  it  in  any  other  part  of  the  world.  The 
weight  of  the  trains  comprising  the  most  important 
passenger  services  and  the  average  speeds  at  which 
they  are  run,  have  both  had  an  upward  tendency,  and 
the  demand  for  locomotives  capable  of  hauling  these 
increasing  loads  without  any  diminution  in  the  average 
velocity  has  advanced  commensurately. 

In  locomotive  matters,  as  well  as  in  many 
others,  the  Great  Western  is  among  the  most 
progressive  of  British  railways,  and  this  reputation 
was  further  enhanced  during  the  year  just  closed 
by  the  introduction  of  powerful  express  passenger  loco- 
motives of  a  new  type  having  four  simple  cylinders, 
a  leading  four-wheeled  bogie  and  six-coupled  driving 
wheels.  Engines  of  this  description  are  exceptionally 
well  adapted  for  hauling  the  heaviest  of  modern 
passenger  trains,  and  the  diameter  of  the  driving  wheels 
in  the  present  case,  viz.,  6  ft.  ,8£  ins.,  allows  of  the 


highest  necessary  speed  being  reached  without  incon- 
venience. The  design  of  these  locomotives  provides 
only  two  valve  gears  of  the  Walschaerts'  type  for 
actuating  the  four  slide-valves,  and  although  many 
engineers,  especially  those  upon  the  Continent,  consider 
it  better  practice  to  work  each  steam-distributing  valve 
independently  by  a  separate  set  of  motion,  there  are 
advantages  for  the  simpler  method  of  coupling  the 
valve  spindles  and  working  them  in  pairs  by  means  of 
a  single  valve  gear  which  cannot  be  overlooked.  The 
two  inside  cylinders  of  the  Great  Western  engine — an 
illustration  of  which,  with  dimensions,  forms  the 
frontispiece — are  placed  in  advance  of  the  bogie  centre, 
whilst  the  outside  ones  are  at  the  rear  of  the  same,  the 
inside  cylinders  driving  the  crank-axle  of  the  leading 
coupled  wheels  and  those  outside  the  middle  pair. 

The  inside  and  outside  valve  spindles  on'  each  side 
of  the  engine  are  connected  by  a  cross-lever  having 
two  arms,  which  is  fulcrumed  at  about  the  centre  on 
the  main  engine  frames.  The  gear  is  directly  applied 
to  the  valves  of  the  inside  cylinders,  and  motion  is 
transmitted  to  those  outside  through  the  double-armed 
lever  before  mentioned.  Full  details  of  this  valve 
gear,  with  drawings,  having  appeared  in  several  of  the 
technical  engineering  journals,  it  will  be  unnecessary 
to  go  further  into  the  subject  of  its  construction  and 
method  of  working  here,  where  space  is  an  important 
consideration.  These  4 — 6 — o  type  four-cylinder  loco- 
motives are  employed  for  working  some  of  the  heaviest 


LOCOMOTIVES  OF  1907. 


FOUR-CYLINDER  SIMPLE  (4—6—0  TYPE)  PASSENGER  LOCOMOTIVE,  LONDON  AND   SOUTH-WESTERN  RAILWAY. 
MR.    DUGALD    DRUMMOND,    M.Inst.C.E.,    Chief   Mechanical   Engineer.  NINE    ELMS. 

Leading  Particulars. 


Cylinders  (4)  :    Diameter,  i6£  ins.  ;    piston  stroke,  26  ins. 

Coupled  wheels  diameter,  6  ft. 

Bogie  wheels  diameter,  3  ft.  7  ins. 

Wheelbase  :    Rigid,  13  ft.  4  ins.  ;    total,  26  ft.  7  ins. 

Boiler  :    Diameter,  outside  (maximum),  5  ft.  g\  ins.  ;    length  between 

tube  plates,  14  ft.  2  ins.  ;    height  of  centre  above  rails,  9  ft. 
Heating  surface  :    Boiler  tubes,  2,210  sq.  ft.  ;   firebox  tubes,   357  sq.  ft.  ; 

firebox,   160  sq.  ft.  :     total,  2,727  sq.  ft. 


Grate  area,  31^5  sq.  ft. 

Working  pressure,  175  Ibs. 

Tender  capacity  :   Water,  4,000  gallons  ;  coal,  4  tons. 

Heating  surface  of  tubes  in  tender  well  (feed-water  heated  with  exhaust 

steam),  382  sq.  ft. 

Diameter  of  tender  wheels,  3  ft.  7  ins. 
Total  length  over  buffers  (engine  and  tendei ),  63  ft.  oj-  in. 


Weight  on  coupled  wheels,  54  tons. 


Weight  of  engine  and  tender  in  working  order,  118  tons. 


LOCOMOTIVES  OF  1907. 


and  fastest  main  line  long-distance  expresses  of  the 
Great  Western  Railway,  and  they  are  doing  much  to 
uphold  the  character  always  possessed  by  that  line  for 
speed  and  punctuality. 

At  the  time  of  writing,  the  new  "  Pacific "  or 
4 — 6 — 2  type  express  locomotive  of  the  Great  Western 
Railway  was  about  making  trial  trips.  This  engine, 
which  is  the  first  of  its  kind  to  be  introduced 
on  the  railways  of  the  United  Kingdom,  approximates 
in  size  and  power  to  those  of  the  same  type  employed 
on  the  Paris-Orleans  Railway,  which  were  placed  in 
service  about  midway  during  1907,  when  they  marked 
the  initial  introduction  of  the  type  on  the  European 
Continent. 

A  marked  difference  between  the  two  designs  is 
that  whereas  the  French  locomotives  are  four- 
cylinder  compounds,  with  a  separate  valve  mechanism 
for  each  cylinder,  that  of  the  Great  Western 
Railway  has  four  single-expansion  cylinders  using 
superheated  steam  and  the  simplified  form  of  valve 
gear  applied  to  the  4 — 6 — o  type  locomotive  above 
referred  to.  It  transpired  during  1907  that  the  utilisa- 
tion of  the  "  Atlantic  "  or  4 — 4 — 2  type  of  engine  was 
to  be  discontinued  on  the  Great  Western  Railway  in 
favour  of  the  six-coupled  designs ;  and  the  reason  for 
this  step  appears  to  be  that  the  "  Atlantic  "  type  offers 
what,  after  all,  only  practically  amounts  to  the  same 
opportunity  of  utilising  adhesion  weight,  as  the  4 — 4 — o 
type  of  engine,  so  that  with  the  larger  cylinder  capaci- 


ties of  the  latest  practice  it  becomes  difficult  to  employ 
the  increased  tractive  power  effectively,  owing  to  lack 
of  adhesion,  once  a  certain  point  has  been  reached  in 
the  steam  distribution.  With  only  two  axles  to  carry 
the  adhesion  load  and  an  outside  limit  of  20  tons  per 
axle,  it  cannot  be  expected  that  any  four-coupled  loco- 
motive will  utilise  to  advantage  the  same  cylinder 
tractive  power  as  a  six-coupled  engine  with  nearly 
60  tons  of  adhesion.  In  addition  to  these  powerful 
four-cylinder  locomotives,  several  additional  engines 
having  the  same  wheel  arrangement,  but  with  two 
cylinders  only,  were  added  to  the  locomotive  stock 
of  the  Great  Western  Railway  during  the  past  year. 

On  the  London  &  South-Western — the  only  other 
British  railway  beside  the  Great  Western  to  employ  the 
4 — 6 — o  type  of  locomotive  in  conjunction  with  four 
simple  cylinders — the  close  of  the  year  saw  the  intro- 
duction of  a  new  series  of  such  engines,  commencing 
with  No.  335,  which  forms  the  second  illustration.  In 
"  Locomotives  of  1906,"  the  corresponding  volume  to 
the  present  one,  published  at  the  end  of  the  year  from 
which  it  takes  its  title,  an  illustration  appeared  showing 
No.  330,  the  first  locomotive  of  the  4 — 6 — o  type  to  be 
tried  on  the  London  &  South-Western  Railway,  and  the 
only  material  difference  between  that  engine  and  the 
one  appearing  on  page  5  lies  in  the  diameter  and  stroke 
of  the  cylinders. 

In  this  later  series  the  tractive  power  of  the  engine 
has  been  materially  added  to  by  increasing  the  diameter 


LOCOMOTIVES  OF  1907. 


4—6—0    TYPE    FAST    GOODS     LOCOMOTIVE,    LONDON    AND   NORTH-WESTERN    RAILWAY. 
MR.  GEORGE  WHALE,  M.Inst.C.E.,  Chief  Mechanical  Engineer,  CREWE. 


Cylinders:   Diameter,   19  ins. ;    stroke,  26  ins. 

Wheels  :    Radial  truck,   3  ft.   3  ins.  diameter  ;    coupled  wheels,   5  ft. 

2j  ins.  diameter. 

Wheelbase  :    Rigid,  13  ft.  7  ins.  ;   total  engine,  26  ft.  8J  ins. 
Boiler  :    Barrel — mean   diameter,  5  ft.  of   in.  ;    length,   12  ft.  6  ins.  : 

height  from  rail  level  to  centre  of  boiler,  8  ft.  7  ins. 
Heating  surface  :    Tubes,  1840-5  sq.  ft.  ;     firebox,   144-3  sq.  ft.  :    total, 

1984-8  sq.  ft. 


Leading  Particulars. 

Grate  area,  25  sq.  ft. 

Boiler  pressure,  185  Ibs.  per  sq.  in. 

Weight  on  coupled  wheels,  44  tons  4  cwts. 

Weight  of  engine  (in  working  order),  63  tons. 

Tender  :    Water  capacity,  3,000  gallons  ;    coal  capacity,  6  tons. 

Total  weight  of  engine  and  tender  (in  working  order),  100  tons. 


8 


LOCOMOTIVES  OF  1907. 


of  each  of  the  four  cylinders  by  £  in.  and  adding  2  ins. 
to  the  length  of  the  stroke.  In  this  manner,  not  only 
is  the  general  capacity  of  the  cylinders  for  the  expan- 
sion of  steam  rendered  greater,  but  the  increased 
leverage  of  the  longer  stroke  will  be  of  much  assistance 
when  starting  away  with  heavy  loads.  The  new  engines 
are  fitted  with  the  arrangements  patented  by  Mr. 
Dugald  Drummond,  Chief  Mechanical  Engineer,  and 
applied  by  him  to  all  London  &  South- Western  Railway 
locomotives.  These  comprise  his  well-known  spark- 
arresting  and  fuel-economising  device  fitted  in  the 
smokebox  ;  water  tubes  in  the  firebox  and  a  feed-water 
heater,  by  means  of  which  the  temperature  of  the  feed 
is  raised  to  a  degree  at  which  ordinary  injectors  are 
incapable  of  delivering  it  to  the  boiler,  and  therefore 
duplex  pumps  are  utilised  for  the  purpose. 

Reversing  of  the  four  valve  gears,  of  which  the  out- 
side ones  are  Walschaerts'  and  the  inside  ones  Stephen- 
son  link  type,  is  effected  by  means  of  steam-operated 
gear.  Comparison  of  the  two  classes  of  engines  shows 
that  the  outside  slide  valves  work  above  the  cylinders 
in  the  new  series,  instead  of  below  as  in  the  older  one. 

Of  the  other  British  railways  employing  the  4 — 6 — o 
type  of  locomotive,  the  Caledonian,  London  &  North- 
Western,  and  Great  Central  Railways  each  added  to 
the  number  already  in  service.  New  locomotives  of 
this  description,  similar  in  general  design  to  those 
already  employed  in  passenger  service,  but  with 
smaller  coupled  wheels  for  mixed  or  goods  traffic  pur- 


poses, were  introduced  on  the  two  last-mentioned  lines, 
and  illustrations  of  these  will  be  found  on  pages  7  and 
9.  In  the  case  of  the  London  &  North- Western  Rail- 
way engine,  inside  cylinders,  with  Joy's  valve  gear, 
are  employed ;  but  the  Great  Central  locomotive  has 
outside  cylinders  and  Stephenson  link  motion.  These 
are  both  powerful  locomotives,  of  simple  and  straight- 
forward design,  admirably  suited  for  giving  reliable  service 
under  varying  conditions  in  hauling  heavy  trains  at 
moderate  speeds  on  all  sections  of  the  railways  over 
which  they  have  been  designed  to  work.  The  Great 
Southern  and  Western  Railway  of  Ireland  built  more  of 
the  4 — 6 — o  type  locomotives  of  the  365  class*  intro- 
duced during  1906,  and  these,  with  their  predecessors, 
are  proving  highly  successful  in  working  fast  goods 
trains  and  other  traffic  on  the  main  line  between  Dublin, 
Cork,  and  Queenstown. 

None  of  the  railways  of  the  United  Kingdom  placed 
the  "  Atlantic  "  type  locomotive  in  service  for  the  first 
time  during  1907,  and  only  a  comparatively  few  engines 
of  this  description  were  added  to  the  locomotive  equip- 
ment of  the  home  railways,  taken  as  a  whole.  On  the 
other  hand,  a  large  number  of  4 — 4 — o  type  engines 
were  built  to  the  standard  designs  employed  on  the 
respective  lines,  and,  in  the  case  of  the  Midland  Rail- 
way, some  important  departures  from  previous  practice 
were  introduced.  The  illustration,  page  n,  shows 

*  Illustrated  on  page  23  of   "Locomotives  of    1906," 


LOCOMOTIVES  OF  1907. 


. 


4—6—0  TYPE  FAST  GOODS  LOCOMOTIVE,  GREAT  CENTRAL   RAILWAY. 
MR.  J.  G.  ROBINSON,  M.Inst.C.E.,  Chief  Mechanical  Engineer,  GORTON. 


Leading  Particulars. 


Cylinders  :   Diameter,  igj  ins.  ;   piston  stroke,  26  ins. 
Bogie  wheels  diameter,  3  ft.  6  ins. 
Coupled  wheels  diameter,  5  ft.  3  ins. 
Wheelbase  :    Rigid,  14  ft.  ;    total,  26  ft.  i£  ins. 
Boiler  :   Diameter,  4  ft.  gj  ins.  ;  length,  15  ft. 

Heating  surface  :    Tubes,  1777^9  sq.  ft.  ;    firebox,  iji'6  sq.  ft.  :    total, 
ioo9'5  sq.  ft. 


Grate  area,  23^4  sq.  ft. 

Working  pressure,  200  Ibs.  per  sq.  in. 

Weight  on  coupled  wheels,  52  tons. 

Weight  of  engine  (in  working  order),  67  tons  8  cwts. 

Tender;    Water  capacity,  4000  gallons;   coal  capacity,  5  tons. 

Weight  of  engine  and  tender,  nj  tons  8  cwts, 


10 


LOCOMOTIVES  OF  1907. 


that  the  design,  taken  generally,  resembles  that  of 
the  numerous  Belpaire  engines  of  the  two-cylinder 
4 — 4 — o  type  in  service  on  this  railway  ;  but  this  engine 
— No.  999 — is  fitted  with  a  boiler  of  similar  proportions 
to  those  of  the  three-cylinder  Midland  compounds,  and 
a  marked  difference  is  found  in  the  method  of  steam  dis- 
tribution. This  is  effected  by  piston  valves  actuated 
by  a  special  valve  gear,  which  Mr.  R.  M.  Deeley, 
locomotive  superintendent  of  the  Midland  Railway,  has 
designed,  and  the  principal  feature  of  which  is  that  no 
eccentrics  are  employed,  neither  is  there  any  return  crank 
or  similar  device,  such  as  are  employed  in  the  Walschaerts' 
and  kindred  valve  motions.  The  travel  of  the  valve 
for  lead  is  derived  from  a  pendulum  link,  and  a  rod 
attached  to  the  crosshead  of  the  adjacent  motion  is 
utilised  for  the  purpose  of  oscillating  the  suspension 
link.  The  arrangement  gives  an  excellent  steam  dis- 
tribution, and  it  offers  the  advantage  of  dispensing 
with  eccentrics  on  the  crank  axle.  The  engines  of  this 
class  are  fitted  with  axle-boxes  of  a  new  design  to  the 
driving  and  trailing  axles.  Each  box  is  provided  with 
two  cylindrical  brasses,  which  are  free  to  adjust  them- 
selves to  the  bearings.  Another  departure  from  the 
practice  usually  followed  on  the  Midland  Railway  con- 
sists in  the  provision  of  a  bogie  of  the  swing-link  type 
under  the  leading  end  of  the  locomotive.  All  the  axle- 
boxes  are  fitted  with  sight-feed  lubricators,  and  the 
piston  valves  and  cylinders  are  lubricated  by  displace- 
ment sight-feed  and  special  suction  lubricators  respec- 


tively. The  cylinders  are  cast  in  one  piece  with  the 
steam  chests  and  smokebox  saddle,  and  the  steam 
chests  are  carried  beyond  the  main  walls  of  the 
cylinders,  and  extend  across  the  ends  of  both  piston- 
valves.  This  design  represents  a  marked  advance  in 
British  simple  4 — 4 — o  type  locomotive  practice,  and 
the  general  appearance  presented  by  it  is  excellent. 
Many  people  think  it  would  be  improved  if  the  huge 
figures,  denoting  the  engine  number,  which  are  painted 
on  the  sides  of  the  tender  to  a  height  of  over  i  ft.,  were 
absent  ;  but  this  is  a  matter  of  small  importance  when 
compared  with  the  question  of  efficiency. 

The  4 — 4 — o  type  of  engine  still  remains — at  the  end 
of  1907 — the  standard  for  express  passenger  traffic, 
not  only  on  the  Midland  and  London  &  North-Western, 
but  also  on  several  other  of  the  more  important  British 
railways,  and  this  is  one  of  the  points  where  the  locomo- 
tive practice  of  this  country  differs  so  widely  from  that 
of  the  majority  of  others.  The  type  is  an  exceedingly 
useful  one,  and  in  its  two-cylinder  single-expansion 
form  is  lighter  and  simpler,  and  therefore  cheaper  to 
build  and  maintain,  than  other  types  having  more 
extended  wheel  arrangements  and  a  greater  number  of 
parts  can  possibly  be.  The  author  found,  when  visiting 
some  of  the  leading  locomotive  engineers  and  builders 
upon  the  Continent  towards  the  end  of  the  year  just 
closed,  that  most  of  them  regarded  it  as  somewhat  as- 
tonishing that  the  simple  4 — 4 — o  type  should  still  be 
retained  in  the  front  rank  for  express  passenger  services 


LOCOMOTIVES  OF  1907. 


ii 


LATEST    TYPE    OF    EXPRESS    LOCOMOTIVE.    MIDLAND     RAILWAY. 
MR.   R.  M.  DEELEY,  M.Inst.C.E.,  Locomotive  Superintendent,  DERBY. 


Cylinders  :    Diameter,  19  ins.  ;    stroke,  26  ins. 

Bogie  wheels  diameter,  3  ft.  3^  ins. 

Coupled  wheels  diameter,  6  ft.  6£  ins. 

Wheelbase  :   Engine,  24  ft.  4j  ins.  ;   rigid,  9  ft.  6  ins. 

Boiler:    Diameter,  4  ft.  q|  ins.  ;    length  between  tube  plates,   12  ft. 

3$  ins.  ;    height  of  centre  above  rails,  8  ft.  6£  ins. 
Heating  surface  :     Tubes,  1404-6  sq.  ft.  ;   firebox,  152-8  sq.  ft.  :    total, 

IS 57-4  sq.  ft. 


Leading  Particulars. 

Grate  area,  28-4  sq.  ft. 

Working  pressure,   220  Ibs. 

Weight  on  coupled  wheels,  38  tons  15  cwts. 

Weight  of  engine  (in  working  order),  58  tons  10  cwts.  2  qrs. 

Weight  of  engine  and  tender  (in  working  order),  104  tons  9  cwts. 

Tender:    Tank  capacity,  3,500  gallons;   coal  capacity,  7  tons. 

Tractive  power,  -0534  ton  per  Ib.  pressure  of  steam. 


12 


LOCOMOTIVES  OF  1907. 


on  English  railways,  where,  admittedly,  some  of  the 
heaviest  trains  in  the  world  have  to  be  hauled  at 
average  speeds  which  are  second  to  none  of  those 
normally  attained  in  other  countries.  That  such  a 
diversity  should  exist  between  the  practice  of  any  one 
country  and  those  of  most  others  has,  of  course,  its 
noteworthy  side  ;  but,  when  the  whole  of  the  circum- 
stances have  been  taken  into  account  and  the  subject 
threshed  out  in  discussion,  the  reasons  for  the  marked 
difference  become  more  clearly  apparent.  Certain  it 
is  that  the  British  4 — 4 — o  locomotives  are  daily 
performing  work  of  which  the  designers  of  larger  and 
much  more  complicated  machines  might  quite  well 
be  proud. 

Further,  locomotives  of  the  "County"  class  were 
introduced  on  the  Great  Western  Railway  during 
1907.  These  are  4 — 4 — o  type  engines,  with  outside 
cylinders,  and  a  distinctive  feature  of  the  design  is  the 
long  piston-stroke  employed,  viz.,  30  ins.,  as  compared 
with  the  customary  24  ins.  or  26  ins.  of  British  practice. 
The  added  length  of  stroke  permits  of  a  reduction  in 
the  cylinder  diameter,  and  the  expansion  of  steam  is 
carried  out  under  somewhat  different  conditions.  The 
long  stroke  assists  the  engine  at  starting,  but  must 
necessarily  be  something  of  a  disadvantage  when 
travelling  at  the  highest  speeds,  owing  to  the  great 
piston  velocity  set  up.  The  engines,  in  common  with 
all  modern  types  of  the  Great  Western  Railway,  are 
fitted  with  the  coned  pattern  of  boiler.  These  "  County  " 


locomotives  have  a  meritorious  record  of  service,  and 
for  all  but  the  heaviest  and  fastest  traffic  they  are  a 
wholly  successful  type. 

On  other  railways  where  the  4 — 4 — o  type  is 
employed  for  working  the  principal  services,  the  number 
of  such  engines  was  materially  added  to  during  1907, 
and  no  disposition  was  shown  to  abandon  this  class 
of  locomotive  for  those  having  more  extended  wheel 
arrangements. 

In  regard  to  tank  locomotives,  some  noteworthy 
developments  occurred  during  1907  on  the  British 
railways.  New  types  were  introduced  on  several  lines, 
and  the  tendency  was  to  materially  increase  the  power 
of  this  handy  form  of  engine.  The  Midland  led  the 
way  with  some  large  tank  locomotives  of  an  en- 
tirely new  design  having  the  o — 6 — 4  wheel  arrangement 
(see  page  15),  and  the  Great  Western  and  Great 
Northern  each  placed  in  service  six-coupled  passenger 
tank  engines  —  the  step,  in  the  last  as  in  the 
first-named  case,  constituting  a  new  departure  in 
the  locomotive  standards  of  the  line.  The  Midland 
engine  ranks  among  the  largest  and  most  powerful  of 
its  kind  in  the  United  Kingdom,  and  some  interesting 
features  are  incorporated  in  the  design.  The  wheel 
arrangement  is  an  unusual  one,  but  it  possesses  certain 
advantages.  The  presence  of  the  four-wheeled  bogie 
at  the  trailing  end  permits  of  a  greater  coal  and  water 
carrying  capacity  than  when  a  single  pair  of  radial 
wheels  is  employed.  In  these  new  Midland  tank  engines 


LOCOMOTIVES  OF  1907. 


EXPRESS  LOCOMOTIVE  OF  THE  "  COUNTY  "  CLASS,  GREAT  WESTERN  RAILWAY. 
MR.    G.     J.    CHURCHWARD.    M.Inst.C.E.,    Locomotive    Superintendent,    SWINDON. 


Leading  Particulars. 


Cylinders  :    Diameter,  18  ins.  ;    piston  stroke,  30  ins. 

Bogie  wheels  diameter,  3  ft.  2  ins. 

Coupled  wheels  diameter,  6  ft.  8J  ins. 

Wheelbase  :   Rigid,  8  ft.  6  ins.  ;   total  (engine),  24  ft. 

Boiler  :    Diameter — smokebox  end   (outside),   4  ft.    loj  ins. ;    firebox 

end  (outside),  5  ft.  6  ins.  ;  length  of  barrel,  1 1  ft.  ;   height  of  centre 

from  rail.  8  ft.  6  ins. 
Heating  surface  :   Tubes.  1692-14  sq.  ft   ;   firebox,  128-21  sq.  ft.  :    total, 

l,82O-35^sq.  ft. 


Grate  area,   20-56  sq.  ft. 

Working  pressure,  200  Ibs. 

Weight   on   coupled   wheels   (with   engine   in   working   order),    37   tons 

12  cwts. 

Weight  of  engine  (in  working  order),  58  tons  16  cwts. 
Weight  of  tender  (in  working  order),  40  tons. 
Weight  of  engine  and  tender  complete  (in  running  condition),  98  tons 

16  cwts. 
Tractive  force,  21,734  Ibs. 


LOCOMOTIVES  OF  1907. 


the  cylinders  are  placed  inside  the  frames,  at  an  angle 
of  I  in  8£  ins.,  for  driving  the  crank-axle  of  the  middle 
pair  of  coupled  wheels.  The  connecting-rods  are  pro- 
vided at  their  small  ends  with  a  ball-and-socket 
arrangement  which  permits  of  the  rods  adapting  them- 
selves freely  to  the  side  play  of  the  driving  axle ;  and 
in  addition  to  this  ball  and  socket,  bushes  are  fitted 
in  the  pin-joint  connection  of  the  side  rods  in  front  of 
the  driving-wheel  crank-pin.  The  leading  axle  is  pro- 
vided with  a  modification  of  the  "  Cartazzi  "  type  axle- 
box,  the  spring  gear  of  which  is  placed  below  the 
journal.  This  axle  is  free  to  move  laterally  to  the 
extent  of  ij  ins.,  or  f  in.  on  each  side,  while  the  four- 
wheeled  bogie  at  the  other  end  of  the  locomotive  is 
allowed  a  total  side  play  of  5^  ins. ;  so  that  the  engine 
is  well  adapte'd  by  these  combined  means  for  negotiat- 
ing curves  of  4  chains  radius  with  ease.  The  balanced 
slide-valves  with  which  the  engine  is  fitted  work  between 
the  cylinders,  and  are  actuated  by  Stephenson  link 
motion.  The  angle  of  the  eccentrics  is  105 \  degs.,  and  the 
eccentric-rods  are  4  ft.  3!  ins.  in  length.  The  boiler 
is  made  in  two  telescopic  rings,  of  9-i6ths-in.  steel  plate. 
It  is  similar  in  proportion  to  that  of  the  standard 
Midland  Railway  goods  engine,  and  carries  a  working 
pressure  of  175  Ibs.  per  sq.  in.  Water  pick-up  apparatus 
is  provided,  and  double  scoops  are  fitted  to  allow  of  water 
being  taken  up  from  the  track  troughs  in  whichever 
direction  the  engine  is  travelling.  These  new  locomo- 
tives represent  a  considerable  advance  in  the  practice 


of  the  Midland  Railway,  where  hitherto  large  tank 
engines  have  not  been  the  rule.  With  their  increased 
cylinder  and  boiler  capacities,  ample  adhesion  weight 
and  general  flexibility  of  wheelbase,  they  are  proving 
a  highly  efficient  type  for  working  heavy  suburban 
traffic,  and  they  are  equally  well  adapted  for  goods 
train  service. 

The  latest  Great  Western  tank  engines  are  of  the 
2 — 6 — 2  type  (see  page  17).  Officially,  these  engines 
are  described  as  having  been  converted  into  their 
present  condition  from  o — 6 — o  type  goods  engines 
with  tenders ;  but,  inasmuch  as  nothing  except 
coupled  wheels  centres  remains  as  before,  it  is  difficult 
to  see  what  connection  there  can  be  between  the  two 
designs.  The  boiler,  as  now  fitted,  is  totally  different, 
both  as  regards  size  and  pattern,  to  that  originally  used 
in  the  goods  engines  ;  new  cylinders  have  been  fitted, 
the  spacing  of  the  coupled  wheels  is  altered,  and  the 
frames  have,  of  course,  had  to  be  lengthened.  As  it 
now  stands,  the  engine  presents  a  very  smart  and  up- 
to-date  appearance,  and  it  has  a  distinctive  character 
on  the  Great  Western  Railway,  as  combining  the 
2 — 6 — 2  wheel  arrangement  with  inside  cylinders.  The 
classing  of  the  engines  as  "  converted  "  has  its  purpose, 
no  doubt,  for  departmental  reasons,  but  from  any 
other  point  of  view  it  appears  rather  wide  of  the  mark. 

The  Great  Northern  locomotive,  illustrated  on  page 
19,  was,  as  before  said,  the  first  of  its  kind  to  be 
employed  on  that  line,  and  this  design  was  specially 


LOCOMOTIVES  OF  1907. 


0—6—4  TYPE  TANK  LOCOMOTIVE,  MIDLAND  RAILWAY. 
MR.   R.  M.   DEELEY,  M.Inst.C.E.,  Locomotive  Superintendent,  DERBY. 


Leading  Particulars. 


Cylinders  :    Diameter,  18^  ins.  ;    piston  stroke,  26^  ins. 

Coupled  wheels  diameter,  5  ft.  7  ins. 

Bogie  wheels  diameter,   3  ft.    i   in. 

Wheelbase  :   Rigid,  16  ft.  6  ins.  ;   total,  29  ft. 

Boiler  :    Height  of  centre  from  rail,  8  ft.  ;   length  between  tube  plates, 

10   ft.    lof   ins.  ;     diameter,    outside    (maximum),    4   ft.    9^   ins.  ; 

number  of  tubes,  242  ;  outside  diameter  of  tubes,  ij  ins. 


Tender:  Tank  capacity,  2,250  gallons;  coal  capacity,  3!  tons. 


Heating  surface  :     Tubes,    1,206  sq.   ft.  ;     firebox,    125   sq.   ft.  :     total, 

1,331  sq.  ft. 

Grate  area,  21-1  sq.  ft. 
Working  pressure,  175  Ibs. 

Tractive  power  per  Ib.  of  steam  pressure,  -0593  ton. 
Weight  on  coupled  wheels,  52  tons  13  cwts.   I  qr. 
Weight  of  engine  (in  working  order),  72  J  tons. 


i6 


LOCOMOTIVES  OF  1907. 


prepared  to  take  the  place  of  the  heavy  eight-wheels- 
coupled  radial  tank  engines,  which,  since  1904,  had  been 
employed  for  working  some  of  the  heaviest  suburban 
passenger  traffic  of  the  Great  Northern  Railway  between 
Moorgate  Street  and  outlying  districts  in  the  London 
district;  but  which  engines  have  since  been  withdrawn, 
and  are  now  working  coal  trains  and  doing  heavy  shunt- 
ing work  in  the  Midlands.  The  design  is  admirably 
proportioned,  and  in  it  Mr.  H.  A.  Ivatt,  the  chief  loco- 
motive engineer  of  the  Great  Northern  Railway,  com- 
bines six  coupled  wheels  of  moderate  diameter  with  a 
large  boiler  capacity  and  ample  cylinder  area.  Alto- 
gether, this  engine  may  safely  be  regarded  as  among 
the  best  designed  of  its  kind  in  the  country,  and,  having 
proved  so  uniformly  successful  in  an  all-round  capacity, 
it  will  doubtless  be  adopted  as  a  standard  pattern  on 
the  Great  Northern  Railway. 

Although  the  first  tank  locomotive  of  the  4 — 4 — 2 
type  on  the  London,  Brighton  &  South  Coast  Railway 
was  completed  shortly  before  the  close  of  1906,  the 
type  must  be  regarded  as  belonging  to  the  year  1907, 
as  it  was  then  that  the  engine  began  regular  work,  and 
it  has  since  been  followed  by  a  number  of  others  of  the 
same  class.  This  is  another  handsome-looking  and 
effective  design,  with  many  points  in  resemblance  to 
the  engines  having  the  same  wheel  arrangement  on 
the  Great  Northern  Railway.  While  these  engines  are 
easily  able  to  make  non-stop  runs  between  London 
and  Brighton,  if  required,  they  are  extremely  useful  for 


working    heavy    suburban    traffic    and    also    frequently- 
stopping  longer  distance  trains  on  the  main  line. 

Mr.  J.  G,  Robinson,  Chief  Mechanical  Engineer  of 
the  Great  Central  Railway,  added,  during  1907,  to  the 
number  of  4 — 4 — 2  type  tank  engines  already  working 
on  that  line ;  and  the  same  course  was  followed  on  the 
London  and  North-Western  and  Great  Northern  Rail- 
ways, whilst  the  Great  Western  also  built  a  few  more. 

The  close  of  the  year  saw  the  practical  completion 
of  some  very  remarkable  tank  engines  on  the  Great 
Central  Railway,  at  the  works  of  Messrs.  Beyer,  Pea- 
cock and  Co.,  Ltd.,  at  Gorton,  near  Manchester.  These 
engines,  which  have  been  specially  designed  for  working 
in  the  "hump"  or  gravity  yards  of  that  Company,  at 
Wath,  near  Doncaster,  have,  as  the  drawing  on  page  21 
shows,  the  o — 8 — 4  wheel  arrangement.  They  are 
fitted  with  three  simple  cylinders,  of  which  the  inside 
one  drives  the  crank  axle  of  the  second  coupled  wheels, 
while  the  outside  cylinders  actuate  the  third  pair  of 
wheels.  The  author  was  courteously  permitted  by  the 
builders  to  inspect  these  engines  during  their  construc- 
tion, and  it  is  obvious  to  anyone  who  sees  them  that 
for  sound  principles  of  design  and  excellence  of 
workmanship  and  material  the  engines  stand  in  the 
foremost  rank. 

The  construction  of  tank  locomotives  of  varying  types 
was  proceeded  with  on  the  whole  of  the  railways  of  the 
country,  and  that  this  medium  of  working  the  great 
bulk  of  the  suburban  and  shorter  distance  passenger 


LOCOMOTIVES  OF  1907. 


2—6—2  TYPE  TANK  LOCOMOTIVE,  GREAT  WESTERN   RAILWAY. 
MR.    G.     J.    CHURCHWARD,     M.Inst.C.E.,    Locomotive    Superintendent,    SWINDON. 


Cylinders,  17-^  ins.  by  24  ins. 

Truck  wheels  diameter,  3  ft.  2  ins. 

Coupled  wheels  diameter,  5  ft.  2  ins. 

Wheelbase,  28  ft. 

Boiler:  Diameter  (outside),  4  ft.  g\  ins.  and  4  ft.  2  ins.  ;   length,  10  ft. 

6  ins. 
Tubes  :   Number,  255  ;   diameter,  ijf  ins.  ;   length,  10  ft.  10  5-i6ths  ins. 


Leading  Particulars. 

Heating  surface  :   Tubes,  1178-01  sq.  ft.  ;   firebox,  93-85  sq.  ft.  :    total, 

1271-86  sq.  ft. 
Grate  area,  16-6  sq.  ft. 
Working  pressure,  200  Ibs. 
Tractive  force,  21,339  Ibs. 
Weight  (in  working  order),  62  tons  4  cwts. 
Height  of  boiler  centre,  8  ft.  3  ins. 

2 


i8 


LOCOMOTIVES  OF  1907. 


and  other  traffic  will  continue  for  some  very  consider- 
able time  to  come  is  abundantly  recognised  on  all  sides. 
The  electrification  of  the  suburban  lines  around  large 
centres  is,  of  course,  a  desirable  thing;  but  it  is  one  of 
those  developments  which  must,  for  numerous  reasons, 
come  slowly,  and  anything  like  a  general  establishment 
of  this  newer  means  of  conducting  railway  traffic  in 
congested  districts  is  practically  as  much  as  ever  a  thing 
of  the  future. 

In  the  region  of  goods  locomotive  design,  the  past 
year  marked  a  general  tendency  to  adhere  to  the  exist- 
ing most  popular  types  on  the  home  railways,  viz., 
those  having  the  o — 6 — o  and  o — 8 — o  wheel  arrange- 
ments. 

Additional  "  Consolidation  "  type  engines  were  built 
by  the  Great  Western  Railway,  and  more  of  the 
Webb  four-cylinder  eight-coupled  compounds  on  the 
London  &  North-Western  Railway  were  converted  to 
the  2 — 8 — o  wheel  arrangement.  The  former  Com- 
pany also  built  some  further  "Mogul"  (or  2 — 6 — o) 
locomotives.  Other  railways  were  content  to  retain  the 
six-  and  eight-coupled  wheel  arrangements,  without  the 
addition  of  carrying  wheels.  The  cau'se  of  locomotive 
compounding — otherwise  flagging  in  this  country — 
received  a  marked  impetus  by  the  introduction  by  Mr. 
George  Hughes  on  the  Lancashire  &  Yorkshire  Railway 
of  a  new  class  of  eight -wheels-coupled  (o — 8 — o  type) 
engines  having  four  compound  cylinders  (see  page  23). 
The  introduction  of  these  engines  followed  upon  ex- 


haustive trials  made  with  one  engine  which  Mr.  Hughes 
had  converted  from  a  simple  into  a  compound,  and 
which  had  proved  very  successful  in  service.  In  the 
locomotives  of  the  type  illustrated  on  page  23,  the  two 
inside  (low-pressure)  cylinders  drive  the  crank  axle 
of  the  second  pair  of  wheels,  while  the  third  pair  is 
actuated  by  the  high-pressure  cylinders  outside  the 
frame. 

Steam  distribution  is  effected  by  piston  valves  for  the 
high-pressure  and  Richardson's  balanced  valves  for  the 
low-pressure  cylinders,  and  motion  is  imparted  to  the  four 
valves  by  means  of  one  set  of  gear  of  the  Joy  type  for 
each  pair  of  valves,  viz.,  one  high-pressure  and  the 
other  low-pressure,  this  being  effected  through  the 
medium  of  a  two-armed  rocking  shaft.  These  valves 
travel  together  in  the  same  direction,  while  the  pistons 
move  oppositely  to  one  another.  For  efficiently  starting 
the  engine,  or  in  case  of  emergency  when  working  on 
heavy  gradients,  an  arrangement,  patented  by  the 
designer  of  the  engines,  is  fitted  whereby  steam  direct 
from  the  boiler  is  admitted  automatically  to  the  low- 
pressure  steam  chest  through  a  starting  valve.  The 
arrangement,  which  is  an  extremely  simple  one,  comes 
into  operation  when  the  driver  places  the  reversing 
lever  in  either  full  forward  or  backward  gear,  and  its 
action  is  positive  and  automatic,  and  cannot  be  tam- 
pered with.  The  appearance  of  these  engines  must 
be  considered  as  one  of  the  most  noteworthy  events 
of  the  year  in  British  locomotive  circles,  for,  not  since 


LoCOMOTlVfeS   OF   1907. 


SIX-COUPLED  RADIAL  (0—6—2   TYPE)   TANK   LOCOMOTIVE,  GREAT  NORTHERN    RAILWAY. 
MR.  H.  A.  IVATT,  M.Inst.C.E.,  Chief  Locomotive  Engineer,  DONCASTER. 


Leading  Particulars. 


Cylinders  :    Diameter,  18  ins.  ;    piston  stroke,  26  ins. 
Coupled  wheels  diameter,  5  ft.  8  ins. 
Radial  wheels  diameter,  3  ft.  8  ins. 
Wheelbase  :    Rigid,  16  ft.  3  ins  ;   total  23  ft.   7  ins. 
Boiler  :    Diameter  (outside),  4  ft.  8  ins.  ;  length  of  barrel,  10  ft.  7  ins. 
height  of  centre  above  rail,  8  ft.  of  in. 


Heating  surface:    Tubes,   1,130  sq.  ft.;    firebox,   120  sq.   ft.:    total, 

1,250  sq.  ft. 

Grate  area,  20-8  sq.  ft. 
Working  pressure,  170  Ibs.  per  sq.  in. 
Weight  on  coupled  wheels,  51  tons  14  cwts. 
Weight  of  engine  (in  working  order),  64  tons  14  cwts. 
Tender:  Water  capacity,  1,400  gallons;   coal  capacity,  4  tons. 


LOCOMOTIVES  o£  1907. 


the  late  Mr.  Webb  built  four-cylinder  eight-coupled 
compound  goods  engines  on  the  London  &  North- 
Western  Railway  has  any  other  locomotive  engineer 
adopted  the  type  in  freight  service.  Apart  from  the 
question  of  wheel  arrangement  and  the  class  of  service, 
the  step  taken  by  Mr.  Hughes  directly  revives  the  waning 
interest  in  locomotive  compounding  in  this  country. 

The  locomotive  building  firms  of  Great  Britain,  al- 
though perhaps  not  enjoying  anything  in  the  sense  of  a 
"  record "  year,  did  much  during  1907  to  further 
enhance  the  national  reputation  and  position  in  this 
branch  of  industry.  Some  exceptionally  fine  loco- 
motives were  exported,  and  the  demand  from  India 
and  South  America  was  larger  than  usual.  The  Vulcan 
Foundry,  Ltd.,  whose  works  at  Newton-le- Willows  rank 
among  the  best  equipped  of  any  in  Europe,  built  a  very 
large  number  of  locomotives  for  India,  as  well  as  for 
other  parts  of  the  world. 

A  "  Consolidation "  type  goods  engine  completed 
at  the  works  of  this  firm  towards  the  end  of  the  year, 
and  which  represented  the  first  of  an  order  of  forty 
similar  locomotives,  is  illustrated  on  page  25.  These 
rank  among  the  largest  and  most  powerful  two-cylinder 
locomotives  yet  built  in  this  country,  and  the  author, 
having  been  privileged  to  inspect  the  engines  during 
building,  can  testify  to  the  excellence  of  the  workman- 
ship and  materials  put  into  them.  The  two-wheeled 
bogie  is  of  the  swinging  bolster  type,  compensated 
through  the  beam  to  the  spring  of  the  leading  coupled 


wheels.  The  radial  arm  is  pivoted  to  the  frame  stretcher 
behind  the  cylinders,  and  is  fixed  to  lugs  on  the  axle- 
box  steel  casting,  which  is  continuous  from  side  to  side. 
The  springs  are  placed  transversely  one  on  either  side 
of  the  axle,  and  are  carried  at  the  centre  on  a  pin  fixed 
in  the  centre  casting  which  straddles  the  axle-box, 
and  at  the  ends  by  swing-links  connecting  to  the  top 
of  axle-box.  The  lateral  movement  is  5^  ins.,  or  i\  ins. 
each  way.  The  weight  of  the  bogie  complete  is  2.\  tons. 

The  total  weight  of  the  engine  without  tender,  in 
working  order,  is  71^  tons.  The  engines,  with  their 
large  cylinder  and  boiler  capacities  and  ample  adhesion 
weight,  are  admirably  adapted  for  the  work  of  hauling 
heavy  train-loads  over  difficult  sections  of  line,  and 
they  will  doubtless  prove  highly  successful  under  these 
conditions  in  India.  The  combination  of  simplicity 
and  straightforwardness  of  design,  care  and  skill  in 
manufacture,  and  the  ample  character  of  the  proportions 
present  in  these  engines,  place  them  in  the  most  favour- 
able position  possible  for  the  accomplishment  of  the 
purpose  for  which  they  have  been  built. 

The  design  follows  in  all  essential  respects  the  recom- 
mendations of  the  Engineering  Standards  Committee 
for  Indian  Locomotives.  The  Vulcan  Foundry,  Ltd., 
also  had  in  hand  at  the  close  of  the  year  an  order  for 
several  o — 6 — 4  tank  engines,  intended  for  heavy  sub- 
urban passenger  service  on  the  East  Indian  Railway, 
and  at  an  earlier  period  despatched  some  remarkably 
fine  four-cylinder  balanced  compounds  of  the  type 


Weight  leaded        is'.  7. 
empty         15.  a.  o 


0—8—4    TYPE    THREE-CYLINDER    TANK    ENGINE,    -GREAT   CENTRAL  RAILWAY. 

MR.  J.  G.  ROBINSON,  M.Inst.C.E.,  Chief  Mechanical  Engineer,  GORTON. 

BUILT  BY  MESSRS.  BEYER,  PEACOCK  &  Co.,  LTD.,  GORTON. 


Cylinders  :    Diameter,  18  ins.  ;   piston  stroke,  26  ins. 

Coupled  wheels  diameter,  4  ft.  8  ins. 

Bogie  wheels  diameter,  3  ft.  7  ins. 

Wheelbase  :    Rigid,  17  ft.  i  in.  ;    total,  30  ft.  8  ins. 


Leading  Particulars. 

Boiler  (Standard  G.C.R.  "  Atlantic  "  pattern)  :  Diameter,  5  ft.  ;  length, 

15  ft. 

Grate  area,  26  sq.  ft. 
Working  pressure,  200  Ibs.  per  sq.  in. 


Heating  surface  :    Tubes,  1777-9  sq.  ft.  ;    firebox,  133-1  sq.  ft.  :    total,  1911-0  sq.  ft. 


22 


LOCOMOTIVES  OF  1907. 


illustrated  on  page  27  to  the  Buenos  Ayres  Great 
Southern  Railway.  The  engines  of  this  class  are  fitted 
with  a  separate  set  of  Walschaerts'  valve  gear  for  each 
slide-valve,  and  they  are  also  equipped  with  the 
Vulcan  Foundry  Company's  patent  starting  valve  and 
reversing  gear,  both  of  which  highly  efficient  devices 
have  been  illustrated  and  described  in  the  columns  of 
the  engineering  Press  on  several  occasions.  The  same 
firm  exported  "  Consolidation "  locomotives  to  the 
Bengal-Nagpur  Railway,  4 — 6 — o  express  engines  for 
the  Bombay-Baroda  and  Central  India  Railway,  and 
"  Duplex  Fairlie "  type  locomotives  for  the  Burma 
Railway,  while  numerous  other  orders  were  executed. 
Another  well-known  firm — Messrs.  Robert  Stephenson 
and  Co.,  Ltd.,  of  Darlington — sent  a  large  number  of 
locomotives  abroad,  noteworthy  among  which  were 
the  heavy  eight-coupled  goods  locomotives,  one  of 
which  is  shown  on  page  29,  and  tank  engines  of  the  type 
illustrated  on  page  31.  The  business  done  by 
this  firm,  which  bears  one  of  the  most  honoured 
names  in  the  locomotive  history  of  this  country,  has 
increased  much  of  late ;  and  as  this  result  comes  as  the 
reward  of  combining  enterprise  with  excellent  workman- 
ship, it  is  merited  in  the  fullest  degree.  Other  British 
locomotive  firms  who  did  a  large  output  during  1907 
were  Messrs.  Beyer,  Peacock  &  Co.,  Ltd.,  of  Gorton, 
Manchester,  who  built  a  quantity  of  locomotives  both 
for  homeTand  foreign  service,  of  which  one  of  the  most 
interesting  types  is  that  to  which  reference  has  already 


been  made,  and  of  which  a  drawing  is  given  on  page  21. 
Another  distinctive  design  representing  a  product  of  this 
well-known  firm  is  the  large  2 — 6 — 4  tank  locomotive 
built  for  the  Bengal  Nagpur  Railway  and  illustrated  on 
Page  33-  This  is  the  first  of  a  new  series  of  engines,  and 
the  design  is  based  on  the  recommendations  of  the 
Engineering  Standards  Locomotive  Committee.  The 
author's  thanks  are  due  to  Messrs.  Sir  John  Wolfe  Barry 
&  Partners,  Consulting  Engineers  to  the  Bengal  Nagpur 
Railway,  for  permission  to  publish  this  photograph, 
which  was  kindly  supplied  by  the  builders  of  the  engines. 
The  North  British  Locomotive  Company,  Ltd.,  of 
Glasgow,  also  did  an  increasing  trade  in  locomotives 
during  1907.  The  British-built  locomotive  is,  if  we 
are  to  accept  the  word  of  a  leading  authority  who  is 
chief  mechanical  engineer  of  a  railway  abroad,  still 
esteemed,  from  a  constructional  point  of  view,  as 
representing  the  best  all-round  production  of  its  kind 
in  the  world. 

Turning  to  the  locomotive  practice  of  foreign 
countries,  we  find  that  many  notable  developments 
took  place  during  1907.  Nearly  all  the  Continental 
Railways  continue  the  policy  of  increasing  the  size  of 
their  locomotives,  and  one,  i.e.,  the  Paris-Orleans, 
achieved  notoriety  by  introducing  the  4 — 6 — 2  (or 
"  Pacific  ")  type  of  engine  into  Europe,  a  fact  to  which 
reference  has  already  been  made  in  the  present  volume. 
The  two  engines,  which  formed  the  nucleus  of  what  is 
now  being  magnified  into  an  extensive  series,  were  put  to 


LOCOMOTIVES  OF  1907. 


FOUR-CYLINDER   COMPOUND  GOODS   LOCOMOTIVE    (o— 8— o    TYPE),    LANCASHIRE    AND    YORKSHIRE    RAILWAY. 
'  MR.  GEORGE  HUGHES,  M.Inst.C.E.,  Chief  Mechanical  Engineer,   HORWICH. 


Leading  Particulars. 


Cylinders  :    Diameter — H.-P.,   15^  ins.  ;    L.-P.,  22  ins.  ;    piston  stroke, 

26   ins. 

Wheels  diameter,  4  ft.  6  ins. 
Wheelbase,  16  ft.  4  ins. 
Boiler :    Diameter  (outside),  4  ft.  10  ins.  ;    length  between  tube  plates 

15  ft.  ;   height  of  centre  above  rail,  8  ft.  5  in. 


Grate  area,  23  sq.  ft. 

Working  pressure,  180  Ibs.  per  sq.  in. 

Weight  of  engine  (in  working  order),  Go  tons  16  cwts.  i  qr. 

Tender:  Water  capacity,  3,600  gallons;  coal  capacity  5  tons. 

Weight  of  engine  and  tender  (in  working  order),  102  tons  5  cwts.  i  qr. 


Heating  surface  :    Tubes,    1,767  qs.  ft.  ;    firebox,    147  sq.  ft.  ;    total,  1,914  sq.  ft. 


LOCOMOTIVES  OF  1907. 


work  about  the  middle  of  the  year.  They  represent 
the  latest  development  of  French  locomotive  engineer- 
ing, and  occupy  a  foremost  place  in  the  locomotive 
standards  of  the  world.  The  author  was  afforded  an 
opportunity,  during  December  last,  of  inspecting  some 
of  the  later  additions  to  the  class,  then  building  at  the 
works  of  the  Societe  Alsacienne  de  Constructions 
Mecaniques,  at  Belfort. 

The  immense  size  of  the  boiler  is  appreciated  when 
seen  completed  and  apart  from  the  engine  portion, 
and  the  peculiar  construction  of  the  firebox,  which,  for 
a  part  of  its  length  lies  between  the  frames  and  for  the 
remainder  widens  out  above  them,  is  seen  to  great 
advantage.  The  Societe  Alsacienne  had  in  hand  at  the 
time  of  the  visit  above  referred  to  an  order  for  no  less 
than  forty-five  of  these  "  Pacific  "  locomotives  for  the 
Paris-Orleans  Railway,  as  well  as  133  locomotives  of 
varying  types  for  the  Alsace-Lorraine  Railways. 

The  Southern,  or  Midi,  Railway  of  France  had  on 
order  at  Belfort  at  the  same  time  four  "  Pacific  "  type 
engines  of  the  P.O.  design,  but  with  larger  coupled 
wheels.  The  four  cylinders  and  valve  gears  in  these 
engines  are  arranged  on  the  well-known  and  highly 
successful  de  Glehn  principle,  and  the  design  may  gener- 
ally be  regarded  as  a  natural  development  of  the 
4—6 — o  type  of  engine,  of  which  a  large  number  is 
employed  on  the  Continental  railways.  A  leading 
Company  to  employ  this  latter  type  is  the  Eastern  Rail- 
way of  France,  whereon  some  exceptionally  fine  and 


powerful  locomotives  designed  by  Mons.  L.  Salomon, 
the  chief  mechanical  engineer,  are  to  be  found.  Some 
trial  runs  made  by  the  author  with  engines  of  this  class 
during  1907  demonstrated  their  wide  capabilities  both 
in  regard  to  speed  capacity  and  weight  hauling ;  and  a 
very  accurate  idea  of  the  work  which  the  engines  arc 
doing  in  the  matter  of  speed  at  any  given  time  can  be 
obtained  by  means  of  the  Flaman  speed  indicator,  with 
which  ingenious  and  highly  effective  device  these, 
as  all  other  types  of  locomotives  used  on  the  main 
line  of  the  Est  Railway,  are  fitted,  and  which  has 
always  given  the  most  successful  results. 

Two  notable  examples  of  this  pattern  of  locomotive, 
built  during  1907,  are  illustrated  on  pages  34  and  35. 
Both  of  these  represent  very  recent  developments,  and 
therefore  have  an  especial  interest.  The  locomotive  for 
the  Prussian  State  Railways,  page  35,  is  of  the  two-cylinder 
simple  type,  equipped  with  a  Schmidt  superheater  of 
the  smoke-tube  pattern.  The  design  was,  indeed,  based 
more  or  less  upon  the  fact  that  highly  superheated 
steam  was  to  be  employed,  and  it  has  the  special  form 
of  piston  and  piston-valves  devised  by  Mr.  Schmidt  for  use 
in  conjunction  with  his  well-known  superheating  system. 
This  is  a  very  large  and  powerful  engine,  the  design  of 
which  embodies  some  of  the  latest  ideas  held  on  the 
subject  of  locomotive  construction  in  Germany,  where 
the  use  of  superheated  steam  is  being  consistently  ex- 
tended. The  Saxon  State  locomotive,  page  36,  also 
uses  superheated  steam,  but  in  conjunction  with 


CONSOLIDATION 


(2—8—0  TYPE)  LOCOMOTIVE,    INDIAN   NORTH-WESTERN 
(GOVERNMENT)  RAILWAY. 


BUILT  BY  THE  VULCAN  FOUNDRY,  LTD.,  NEWTON-LE-WILLOWS,  LANCS. 


Leading  Particulars. 


Cylinders  :    Diameter,  20  ins.  ;   piston  stroke,  26  ins. 

Bogie  wheels  diameter,  3  ft.  7  ins. 

Coupled  wheels  diameter,  4  ft.  8J  ins. 

Wheelbase  :    Rigid,  16  ft.  ;    total  (engine),  25  ft. 

Boiler :   Diameter  (outside),  5  ft.  6  ins.  ;    length  between  tube  plates, 

12  ft.  6  ins.  ;  height  of  centre  above  rail,  8  ft.  9^  ins. 
Heating  surface  :    Tubes,    1,914  sq.  ft.  ;    firebox,    173  sq.  ft.  :    total, 

2,087  sq.  ft. 


Grate  area,  32  sq.  ft. 

Working  pressure,  180  Ibs.  per  sq.  in. 

Weight  on  coupled  wheels,  63^  tons. 

Weight  of  engine  (in  working  order),  71 J  tons. 

Tender:   Water  capacity,  4,000  gallons;  coal  capacity,  7^  tons. 

Weight  of  engine  and  tender  (in  working  order),  ii8J  tons. 


26 


LOCOMOTIVES  OF 


compound  instead  of  single-expansion  cylinders.  In  this 
engine  the  four  cylinders  are  arranged  in  line  below  the 
smokebox,  and  all  drive  the  leading  pair  of  coupled 
wheels.  This  cylinder  and  valve  arrangement  is  now 
referred  to  by  some  as  constituting  the  "  Central  Euro- 
pean "  system,  in  which  only  two  sets  of  gear  are  em- 
ployed for  working  the  four  slide-valves.  The  low- 
pressure  cylinders  are  outside  the  frames,  and  the  high- 
pressure  inside,  and  the  slide-valves,  which  are  of  the 
piston  type,  work  above  the  cylinders.  The  valve 
gearing  is  of  the  Heusinger  pattern,  a  modification  of 
the  Walschaerts'  motion.  The  two  gears  are  applied 
to  the  outside  low-pressure  cylinders  direct,  and  motion 
is  conveyed  to  the  high-pressure  spindles  by  cross-con- 
necting levers  at  the  rear  of  the  cylinders.  The  boiler 
is  fitted  with  the  Belpaire  type  of  firebox  and  extended 
smokebox.  The  front  of  the  latter  is  "of  conical  forma- 
tion, and  the  cab  front  sheets  are  similarly  arranged,  for 
the  purpose  of  reducing  air  friction.  The  superheater 
consists  of  twenty-four  tubes  of  4!  ins.  to  5  ins. 
diameter  and  144  tubes  of  if  ins.  to  2  ins.  diameter. 
A  large  capacity  double-bogie  tender  accompanies  the 
engine. 

Some  very  large  passenger  locomotives,  having  the 
2 — 6 — 2  type  wheel  arrangement  and  four  compound 
cylinders,  were  introduced  on  the  Italian  State  Rail- 
ways during  the  past  year,  and  a  number  of  new  loco- 
motives, both  for  passenger  and  goods  service,  were 
introduced  into  Italy,  the  locomotive  standards  of  which 


country  were  greatly  improved  during  1907.  The 
arrangement  of  the  four  cylinders  of  the  engine  illus- 
trated is  peculiar.  It  is  such  that  the  two  low-pressure 
cylinders  are  located  on  the  same  side  of  the  engine, 
one  inside  and  the  other  outside  the  frame,  while  the 
two  high-pressure  cylinders  are  similarly  arranged  on 
the  other  side  of  the  engine,  so  that  the  arrangement 
is  totally  different  to  that  commonly  adopted  in  four- 
cylinder  compound  locomotives. 

Only  two  valves,  of  the  piston  type,  are  employed 
for  distributing  steam  to  the  four  cylinders.  These 
are  located  directly  -above  the  outside  cylinders  (one 
high-pressure^and  the  other  low-pressure),  and  the  steam 
passages  cross  one  another,  which  makes  the  use  of  only 
two  piston  valves  feasible.  The  two  valve  gears  are 
of  the  Walschaerts'  type,  and  reversing  is,  of  course, 
arranged  as  for  an  ordinary  two-cylinder  simple  loco- 
motive. The  inside  cylinders  (one  high-pressure  and 
one  low-pressure)  are  placed  higher  than  the  outside 
cylinders  and  inclined  downwards  towards  the  crank- 
axle,  this  arrangement  affording  the  necessary  clearance 
between  the  inside  mechanism  and  the  leading  coupled 
axle.  The  2 — 6 — 2  wheel  arrangement  is  an  unusual 
one  outside  America,  it  having  been,  so  far  as  the 
author  can  recall,  only  used  in  Austria  before  these 
new  Italian  locomotives  made  their  appearance. 

One  of  the  few  4 — 4 — o  type  locomotives  built  for  heavy 
express  passenger  service  on  the  Continent  during  1907 
is  illustrated  on  page  38.  This  design,  as  in  the  case 


-- 


LOCOMOTIVES  OF,  1907. 


27 


FOUR-CYLINDER   BALANCED   COMPOUND   LOCOMOTIVE,    BUENOS    AYRES    GREAT    SOUTHERN    RAILWAY. 
BUILT  BY  THE  VULCAN  FOUNDRY,  LTD.,  NEWTON-LE-WILLOWS,  LANCS. 


Leading  Particulars. 


Cylinders:     Diameter — H.-P.,    14  ins.;    L.-P.,   23  ins.;    piston  stroke, 
26  ins. 

Wheels  :   Diameter — bogie,  3  ft.  2  ins.  ;   coupled,  6  ft. 
Wheelbase  :   Rigid,  12  ft.  8  ins.  ;   total  (engine),  25  ft.  n  ins. 
Boiler  :   Diameter,  4  ft.  ;   length,  14  ft.  4^  ins. 

Heating  surface:    Tubes,    1,667  sq.   ft.;    firebox,   136  sq.   ft.:     total, 
1.803  sq   ft. 


Grate  area,  28  sq.  ft. 

Working  pressure,  220  Ibs.  per  sq.  in. 

Weight  on  coupled  wheels,  47^  tons. 

Weight  of  engine  (in  working  order),  69  tons. 

Tender :   Water  capacity,  4,000  gallons  ;   coal  capacity,  7  tons. 

Weight  of  engine  and  tender,  1 15  tons. 


28 


LOCOMOTIVES  OF  1907. 


of  the  4 — 6 — o  type  locomotive  of  the  Prussian  State 
Railways,  for  which  this  engine  was  also  built,  incor- 
porates two  simple  cylinders  with  the  use  of  the  super- 
heater. The  latter,  however,  while  still  being  on  the 
Schmidt  principle,  is  of  the  smokebox  instead  of  the 
smoke-tube  pattern.  Writing  to  the  author  upon  the 
subject  of  superheated  locomotives  and  the  work  they 
are  doing  on  the  Prussian  State  and  other  railways, 
Mr.  Wilhelm  Schmidt  stated  that  when  tested  against 
an  "  Atlantic "  type  "  saturated  "  compound,  with 
identical  loads  and  conditions  absolutely  the  same  in 
both  cases,  the  economy  of  the  superheated  steam  loco- 
motive— based  on  i,ooo-ton  miles — was  :  (a)  With  nine 
coaches,  25  per  cent,  in  coal  and  41  per  cent,  in  water  ; 
(b)  with  eleven  coaches,  27-8  per  cent,  in  coal  and  40-5 
per  cent,  in  water  ;  (c)  with  thirteen  coaches,  33-3  per 
cent,  in  coal  and  36-7  per  cent,  in  water.  A  remarkable 
result. 

The  year  1907  saw  an  important  development  in  the 
locomotive  practice  of  both  Sweden  and  Denmark. 
This  was  the  introduction  of  the  "  Atlantic  "  type  of 
engine,  which,  of  course,  constituted  a  great  advance 
upon  previous  standards  in  either  country. 

The  Swedish  locomotives,  one  of  which  is  illustrated 
on  page  39,  is  a  two-cylinder  simple  engine,  and  the 
general  design  combines  features  of  English  and  Ameri- 
can practice,  with  those  which  distinguish  Continental 
locomotives.  The  cylinders  are  placed  inside  the 
frames,  and  steam  is  distributed  to  them  by  superposed 


piston  valves  worked  by  Heusinger  valve  motion.  A 
large  and  high-pitched  boiler  is  provided,  and  the 
smokebox,  which  is  of  the  extended  pattern,  contains 
a  spark  arrester.  This  is  another  instance  of  the  em- 
ployment of  the  Schmidt  smoke-tube  superheater,  which 
is  gaining  in  popularity  rather  more  than  the  smokebox 
pattern.  The  engine  ranks  among  the  comparatively 
few  of  its  type  to  have  inside  cylinders.  The  frames 
are  constructed  of  cast-steel  bars,  as  in  American  loco- 
motive practice. 

The  Danish  "  Atlantic  "  locomotives  referred  to  above 
are  four-cylinder  balanced  compounds,  with  separate 
driving  axles.  If  anything,  they  are  larger  than  the 
Swedish  engine  illustrated. 

Tank  locomotives,  although  not  so  generally  employed 
abroad  as  in  this  country,  were  built  in  large  numbers 
on  the  Continent  during  1907.  Many  of  the  designs 
were  remarkable  for  the  largeness  of  their  dimensions, 
the  engines  resembling,  in  some  instances,  except  in 
the  matter  of  coal  and  water-carrying  capacity,  the 
most  powerful  express  and  goods  locomotives.  Among 
the  French  railways,  both  the  Northern  and  Eastern 
Railways  built  more  tank  engines  of  their  respective 
standard  types.  Those  of  the  Nord  are  4 — 4 — 4  type, 
with  two  simple  cylinders,  and  those  of  the  Est  4 — 6 — 4 
engines,  with  four  compound  cylinders.  Both  are 
largely  employed  around  Paris  and  at  other  centres, 
and  each  possesses  great  hauling  capacity,  those  of  the 
Est  more  so,  of  course,  because  of  the  extra  pair  of 


LOCOMOTIVES  OF  1907. 


EIGHT-COUPLED  (o— 8— o  TYPE)  GOODS  LOCOMOTIVE.  OTTOMAN  RAILWAY. 
BUILT  BY  MESSRS.  ROBERT  STEPHENSON  &  Co.,  LTD.,  DARLINGTON. 


Cylinders  :    Diameter,  \g\  ins.  ;    piston  stroke,  26  ins. 

Wheels  diameter,  4  ft.  6£  ins. 

Wheelbase  :   Engine,  17  ft.  10  ins. 

Heating  surface  :    Tubes,  1,634  sq.  ft.  ;    firebox,  152-4  sq.   ft.  :    total, 

1786-4  sq.  ft. 
Grate  area,  25-35  S1-  ft- 


Leading  Particulars. 

Working  pressure,  180  Ibs. 


Total  weight  (in  working  order),  58  tons. 

Tender  wheelbase,  12  ft. 

Tender:  Tank  capacity,  3,000  gallons;  fuel  capacity,  7  tons. 

Weight  (in  working  order),  37  tons  5  cwts. 

Engine  and  tender,  total,  95  tons  5  cwts. 


LOCOMOTIVES  OF  1907. 


coupled  wheels  and  larger  cylinder  capacity.  During 
a  visit  to  the  Paris-la-Chapelle  Works  of  the  Northern 
of  France  Railway  towards  the  end  of  last  year,  the 
author  saw  under  construction  there  two  of  the  huge 
duplex  articulated  tank  engines  designed  by  Mons.  du 
Bosquet  for  heavy  grade  work.  These  engines  have 
four  compound  cylinders,  and  of  the  fourteen  wheels 
which  support  them  twelve  are  coupled,  these  being 
arranged  as  two  six-wheeled  bogies  driven  indepen- 
dently, the  one  by  the  high-pressure  and  the  other  by 
the  low-pressure  cylinders.  There  was  also  to  be  seen 
in  the  shops  at  the  same  time  a  new  express  locomotive, 
with  4 — 4 — 4  wheel  arrangement,  a  development  of  the 
"  Atlantic  "  type.  This  has  been  built  by  Schneiders, 
of  Creuzot,  and  is  fitted  with  a  wide' "firebox  containing 
water  tubes  and  a  special  arrangement  of  pipes,  evapo- 
rator, etc.,  for  raising  the  temperature  of  the  steam 
before  the  latter  reaches  the  high-pressure  cylinders. 

As  an  example  of  recent  Continental  goods  loco- 
motive practice,  the  engine  illustrated  on  page  40  has 
been  selected.  This  was  built  by  Maffei  &  Co.,  of 
Munich,  for  the  St.  Gothard  Railway,  and  is  a  four- 
cylinder  compound  in  which  the  four  cylinders  are 
arranged  in  line  below  the  smokebox,  with  the  high- 
pressure  inside  of  the  frames  and  the  low-pressure 
outside.  The  second  coupled  wheels  are  the  drivers. 
Automatic  valves  are  fitted,  by  means  of  which  steam 
from  the  boiler  is  admitted  to  the  receiver  when  the 
cut-off  exceeds  75  per  cent,  of  the  piston  stroke  ;  but 


there  is  no  mechanism  by  which  the  driver  can,  at  will, 
turn  boiler  steam  into  the  low-pressure  cylinders.  The 
boiler  is  of  large  size,  and  contains  a  Schmidt  system 
superheater.  The  slide-valves  are  of  the  piston  type, 
and  the  valve  gear  Heusinger's. 

The  "  Consolidation  "  (or  2 — 8 — o)  type  locomotive 
remains  well  in  favour  on  the  European  Continent,  and 
a  tendency  to  resort  to  ten-coupled  wheels  is  also  seen. 

Progress  in  connection  with  locomotive  matters  was 
well  maintained  during  1907  in  America.  For  heavy 
express  service  the  "  Pacific "  engine  generally,  with 
large  capacity  simple  but  sometimes  compound  cylinders, 
continued  as1  a  favourite  type,  but  the  "  Atlantic " 
locomotive  .also  found  many  adherents.  The  Wal- 
schaerts'  valve  gear  came  further  into  prominence, 
and  now  appears  to  have  been  adopted  almost  as  a 
basic  principle  of  American  locomotive  design.  Some 
extremely  heavy  goods  locomotives  of  the  2 — 8 — o 
and  ten-coupled  types  made  their  appearance,  as  did 
also  that  hardy  annual  the  "  largest  locomotive  in  the 
world."  The  credit  this  time  belongs  to  the  Erie  Rail- 
road, to  whom  the  American  Locomotive  Company 
delivered  a  duplex  articulated  engine  having  the 
o — 8 — 8 — o  wheel  arrangement,  and  weighing,  in  work- 
ing order,  no  less  than  183  tons  without  tender.  A 
good  example  of  recent  American  tank  locomotive 
practice  forms  the  concluding  illustration. 

The  general  tendencies  of  locomotive  engineering, 
as  indicated  by  the  developments  and  practice  of  1907, 


LOCOMOTIVES  OF  1907. 


2—6—4  TYPE  TANK  LOCOMOTIVE,  CEYLON  GOVERNMENT  RAILWAYS. 
BUILT  BY  MESSRS.   ROBERT  STEPHENSON  &  Co.,    LTD.,   DARLINGTON. 


Leading   Particulars. 


Cylinders  :    Diameter,  19  ins.  ;   stroke,  26  ins. 
Coupled  wheels  diameter,  5  ft. 
Total  wheelbase,  32  ft.  6  ins. 
Total  heating  surface,  1,323  sq.  ft, 
Grate  area,  23-5  sq.  ft. 


Working  pressure,  160  Ibs.  per  sq.  in. 
Total  weight  (in  working  order),  71  tons. 
Tank  capacity,  1,750  gallons. 
Bunker  capacity,  2j  tons. 
Gauge  ot  railway,  5  ft,  6  ir.=, 


LOCOMOTIVES  OF  1907. 


remain  much  what  they  were  at  the  end  of  the  preced- 
ing year.  In  regard  to  wheel  arrangements,  there 
appears  to  be  a  greater  disposition  to  resort  to  the  use 
of  six-coupled  wheels  for  the  heaviest  passenger  service, 
and  the  reasons  for  this  have  already  been  outlined. 
The  tendency  is  not  so  marked,  as  yet,  in  this  country 
as  abroad ;  but  signs  are  not  wanting  that  here,  as  well 
as  abroad,  matters  are  taking  the  same  direction  on 
the  majority  of  the  principal  lines.  The  position  of 
the  compound  locomotive  appears  to  have  become 
rather  a  doubtful  one  in  Great  Britain,  where,  except 
for  the  one  notable  exception  to  which  attention  has 
been  drawn,  a  halt  would  seem  to  have  been  called  by 
those  controlling  the  locomotive  departments  of  the 
lines,  where,  during  1906,  a  wider  application  of  the 
compound  principle  was  noticeable.  The  use  of  super- 
heated steam  in  locomotives  made  great  progress 
abroad,  and  experiments  have  been  going  on  quietly  in 
this  country  also ;  indeed,  the  author  was  informed  in 


a  recent  letter  that  the  total  number  of  engines  so 
equipped  has  now  reached  2,411  on  seventy  different 
railways,  while  numerous  others  so  fitted  are  in  course 
of  construction.  The  Prussian  State  Railways,  as 
before  said,  have  made  this  principle  the  basis  of  many 
recent  locomotive  designs,  and  in  Belgium  and  Italy, 
and  other  Continental  countries,  the  matter  is  being 
taken  up  with  increasing  energy.  America  and 
Canada  are  also  prominently  associated  with  progress 
in  this  direction.  The  proportions  of  the  essential 
portions  of  locomotives  were  still  increasing  at  the  end 
of  the  year,  and  the  time  cannot  be  far  distant  when, 
in  its  present  form  and  under  existing  conditions,  the 
steam  locomotive  will  have  reached  the  limitations 
which  govern  over-all  proportions.  In  spite  of  this, 
however,  it  cannot  be  doubted  that  steam,  as  the 
primary  motive  power  for  railway  purposes,  has  before 
it — even  in  these  days  of  rapid  advancement — a  very 
considerable  future. 


Leading  Particulars. 

Cylinders  :      Diameter,     17^     ins.  ; 

piston  stroke,   26  ins. 
Wheels  :      Diameter — Bogie,     3    ft. 

6   ins.  ;     coupled,    5   ft.    6   ins.  ; 

trailing,   4ft. 
Wheelbase  :    Coupled,  8  ft.  9  ins.  ; 

total,  28  ft.  ni  ins. 
Boiler  :     Diameter   (outside),    4   ft. 

3  ins.  ;  length,  10  ft.  io£  ins. 
Heating  surface  :   Tubes,  947-63  sq. 

ft.  ;   firebox.  93-25  sq.  ft.  :    total 

1040-88  sq.  ft. 


4 — 4 — 2  TYPE  PASSENGER  TANK  LOCOMOTIVE  I,.B.  &  S.C.R. 


Leading  Particulars 

Grate  area,  17-43  sq.  ft. 
Working     pressure,     170    Ibs.    per 
sq.  in.  , 

Weight  on  coupled  wheels,  36  tons 
12  cwts. 

Weight  of  engine  (in  working  order), 
68  tons  6  cwts. 

Tender  :      Water     capacity,     1,983 
gallons  ;    coal   capacity,   3$-  toi  s.  g 

Tractive  force,  18,720  Ibs. 


LOCOMOTIVES  OF  1907. 


33 


HEAVY  2—6—4  TYPE  TANK  LOCOMOTIVE,  BENGAL  NAGPUR  RAILWAY. 
BUILT  BY  MESSRS.   BEYER,  PEACOCK  &  Co.,  LTD.,  GORTON. 


Leading  Particulars. 


ders  :  Diameter,   i8£  ins.  ;  piston  stroke,  26  ins. 
.•iiled  wheels  diameter,  5  ft.  ij  ins. 

ial  truck  and  bogie  wheels,  3  ft.  6J  ins. 
"Nwlbase  :  Rigid,   13  ft.  ;  total,  33  ft.  3  ins. 

-r  f  Diameter  (outside  minimum),  5  ft.  ij  ins.  ;  length,  10  ft.  i £  ins. 


Heating  surface:  Tubes,    1,275   scl-   *'•  I  firebox,    137-6  sq.   ft.;   total, 
1,413  sq.  ft. 

Grate  area,  27  sq.  ft. 

Tender  :  Capacity  of  tank,  2,000  gallons  ;    fuel  space,  135  cub.  ft. 

Weight  (on  coupled  wheels),  47  tons  o  cwt.  3  qrs. 

Weight  (in  working  order),  79  tons  10  cwt.  3  qrs. 


34 


LOCOMOTIVES  of  1907. 


"  PACIFIC"   (4 


-2  TYPE)  FOUR-CYLINDER  COMPOUND  EXPRESS   LOCOMOTIVE,    PARIS-ORLEANS 
BUILT  AT  BELFORT  BY  THE  SOCIKTE  ALSACIENNE  DE  CONSTRUCTIONS  MECANIQUES. 
Note  peculiar  construction  of  Firebox. 


Leading  Particulars. 


Cylinders:    Diameter — H.-P.,  15^  ins.  ;    L.-P.,  25^  ins.  ;    piston  stroke, 
254  ins. 

Wheels:    Diameter — Bogie,  3  ft.  2  ins.;    coupled,  6ft.  i  in.;   trailing 
3  ft.  g\  ins. 

Wheelbase  :    Coupled,  12  ft.  g\  ins.  ;    total,  34  ft.  5$  ins. 

Boiler  :    Diameter,  5  ft.  6J  ins.  ;    height  of  boiler  centre  above  rails, 
9  ft.  3  ins. 


Heating   surface  :     Tubes,    2603-62   sq.   ft.  ;     firebox,    165-44  sq-   ft. 
total,  2769-06  sq.  ft. 

Grate  area,  46  sq.  ft. 

Boiler  pressure,  227  Ibs. 

Weight  on  coupled  wheels,  53  tons. 

Weight  of  engine  (in  working  order),  89  tons. 


LOCOMOTIVES  OF  1907. 


35 


• 


TYPE  SIMPLE  EXPRESS  LOCOMOTIVE,  PRUSSIAN  STATE  RAILWAYS. 
BUILT  BY  THE  BERLINER  MASCHINENBAU  ACTIEN-GESELLSCHAFT. 
Fitted  with  SCHMIDT  SYSTEM  Smoke-tube  Superheater. 


Leading  Particulars. 


Cylinders  :   Diameter,  23-2  ins.  ;   piston  stroke,  24/8  ins. 
Bogie  wheels  diameter,  3  ft.  2  ins. 
Coupled  wheels  diameter,  5  ft.  8J  ins. 
Wheelbase  :    Rigid,  15  ft.  ;   total,  27  ft.  6  ins. 

Boiler  :    Maximum  diameter    (outside),  5  ft.  3  ins.  ;    length  between 
tube  plates,  1 5  ft.  ;   height  of  centre  above  rail,  9  ft. 


Heating  surface:    Total,  2,153  S1-  ft.  ;    superheater,  532  sq.  ft. 

Grate  area,  28  sq.  ft. 

Working  pressure,  1 70  Ibs. 

Weight  on  coupled  wheels,  46^9  tons. 

Weight  of  engine  (in  working  order),  68-4  tons. 


3* 


LOCOMOTIVES  OF  1907. 


TYPE  COMPOUND  EXPRESS  LOCOMOTIVE,  SAXON    STATE   RAILWAYS. 
Fitted  with  SCHMIDT  SYSTEM   Smoke-tube   Superheater. 


Leading  Particulars. 

Cylinders  :    Diameter— H.-P.  (2),  16-9  ins.  ;    L.-P.  (2),  26-8  ins. 
Bogie  wheels  diameter,  3  ft.  5  ins. 
Coupled  wheels  diameter,  6  ft.  2j  ins. 
Wheelbase  :   Rigid,  13  ft.  8  ins.  ;   total  (engine),  28  ft.  4  ins. 
Boiler  :    Diameter  (maximum  outside),   5  ft.   5  ins.  ;    length  between 
tube  plates,  1 5  ft.  2  ins. 


Heating  surface:    Firebox,   138  sq.  ft.;    tubes,  1432-7  sq.  ft.  ;    super- 
heater, 441-3  sq.  ft.  :  total,  2012-9  sq.  ft. 

Grate  area,  29-5  sq.  ft. 
Boiler  pressure,  213  Ibs.  per  sq.  in. 
Weight  for  adhesion,  47  tons. 
Weight  in  working  order,  72}  tons. 


LOCOMOTIVES  OF  1907. 


37 


2—6—2  TYPE  FOUR-CYLINDER  COMPOUND  EXPRESS  LOCOMOTIVE,  ITALIAN  STATE  RAILWAYS. 

BUILT  BY  SOCIETA  ITALIANA  ERNESTO  BREDA,  MILAN. 


Cylinders  :    Diameter — H.-P.,  I2j  ins.  ;    L.-P.,  23^  ins.  ;    piston  stroke, 
25f  ins. 

Wheels  diameter  :    Coupled,  6  ft.  2  ins.  ;    leading  truck,  3  ft.  ij  ins.  ; 
trailing  truck,  4  ft. 

Wheelbase  of  engine,  27  ft.  8f-  ins. 

Boiler  :    Outside  diameter  (maximum),  5  ft.  2j  ins.  ;    height  of  centre 
above  rails,  9  ft.  3  ins. 


Leading  Particulars. 

Heating  surface,  total,  2,430  sq.  ft. 

Grate  area,  37-6  sq.  ft. 

Working  pressure,  235  Ibs. 

Adhesion  weight,  39  tons  16  cwts. 

Weight  of  engine  and  tender  (in  working  order),  I2oj  tons. 


LOCOMOTIVES  OF  1907. 


4—4—0  TYPE  SIMPLE  EXPRESS  LOCOMOTIVE,   PRUSSIAN  STATE  RAILWAYS. 
Fitted  with  SCHMIDT  SYSTEM  Smokebox  Superheater. 


Leading  Particulars. 


Cylinders  :    Diameter,  21-3  ins.  ;   stroke  of  pistons,  23-6  ins. 
Coupled  wheels  diameter,  6  ft.  6  ins. 
Wheelbase  :   Coupled,  9  ft.  ;   total,  24  ft. 

Heating  surface  :    Tubes  and  firebox,  1,095  sq- 


Grate  area,  24-4  sq.  ft. 

Boiler  pressure,  170  Ibs.  per  sq.  in. 

Weight  of  locomotive,  54-5  tons. 

;    superheater,  331   sq.ft.:  total,  1,426  sq.  ft. 


LOCOMOTIVES  OF  1907. 


39 


TWO-CYLINDER    NON-COMPOUND    "ATLANTIC"    TYPE    LOCOMOTIVE,    SWEDISH 
STATE    RAILWAYS.—  Using  Superheated  Steam  on  Schmidt's  System. 

BUILT  BY  MESSRS.  NYDQVIST  &  HOLM,  TROLLHATTAN,  SWEDEN. 


Leading  Particulars. 


Cylinders  :    Diameter,   io|  ins.  ;    piston  stroke,   24  ins. 

Wheels:   Diameter — Bogie,  3  ft.  2j  ins.;  coupled,  6  ft.  3  ins.;  trailing, 

3  ft.  8  ins. 
Wheelbase  :   Rigid,  13  ft.  9  ins.  ;  total,  20  ft.  3j  ins.  ;   total  with  tender, 

46  ft.  9  ins. 
Boiler  :   Diameter,  i  ft.  ;   distance  between  tube  plates,  1 5  ft.  I  in. 


Steam  pressure,  I7olbs. 

Heating  surface  :    Tubes,  1,316  sq.  ft.  ;    firebox,  124-6  sq.  ft.  :    total, 

1440-6  sq.   ft. 
Grate  area,  28  sq.  ft. 

Weight  of  engine  (in  working  order),  60  tons  10  cwts. 
Adhesion  weight,  29^  tons. 


LOCOMOTIVES  OF  1907. 


FOUR-CYLINDER,   SUPERHEATED,  COMPOUND  (2—8—0  TYPE)  GOODS]  LOCOMOTIVE, 

ST.  GOTHARD  RAILWAY. 

BUILT   BY   J.    A.   MAFFEI,    OF   MUNICH,   BAVARIA. 


Leading  Particulars. 

Cylinders:    Diameter — H.-P.,  15 J  ins.  ;    L.-P.,  23$  ins.  ;    piston  stroke,       |       Total  heating  surface,  2,734-4  sq.  ft. 

Grate  area,  43-8  sq.  ft. 
Steam  pressure,  220  Ibs. 
Weight  on  coupled  wheels,  62  tons. 


24  ins. 

Bogie  wheels,  2  ft.  io£  ins.  diameter. 
Coupled  wheels,  4  ft.  5  ins. 


\Vheelbase  :   Rigid,  15  ft.  9  ins.  ;   total,  24  ft.  9  ins. 


Weight  of  engine  (in  working  order),  76-4  tons. 


LOCOMOTIVES  OF  1907. 


THE  WORLD'S  LARGEST  PASSENGER  LOCOMOTIVE  (4—6—2  TYPE),  PENNSYLVANIA  RAILROAD 

(WEST  OF  PITTSBURG  DIVISION). 
BUILT  BY  THE  AMERICAN  LOCOMOTIVE  COMPANY  AT  THEIR  PITTSBURG  SHOPS. 


Cylinders  :    Diameter,  24  ins.  ;    piston  stroke,  26  ins. 

Wheels :  Diameter — Bogie,  3  ft. ;  coupled ,  6  ft.  8  ins. ;  carrying,  4  ft.  4  ins. 

Boiler  :   Diameter  (inside),  6  ft.  8  ins.  ;   length,  21  ft. 

Wheelbase  :   Rigid,  13  ft.  10  ins.  ;    total  (engine),  35  ft.  2^  ins.  ;   engine 

and  tender,  67  ft.  i  in. 
Heating  surface  :    Tubes,  4,222  sq.  ft.  ;    firebox,   205  sq.  ft.  ;    total, 

4,427  sq.  ft. 

•Grate  area,  61-8  sq.  ft. 


Leading    Particulars. 

Working  pressure,  213  Ibs. 

Weights  :    On  bogie,   20  tons   1 3  cwts.  ;    on  coupled  wheels,  79  tons 
7  cwts.  ;   on  trailing  wheels,  23  tons  5  cwts. 

Weight  of  engine  (in  working  order),  123  tons  5  cwts. 

Weight  of  engine  and  tender  (in  working  order),  193  tons  5  cwts. 

Tractive  force,  31,000  Ibs. 

Tender  :   Water  capacity,  7,000  gallons ;  coal  capacity,  1 1  tons. 

\Veight  of  tender  (loaded),  70  tons. 


42 


LOCOMOTIVES  OF  1907. 


"  CONSOLIDATION  "   (2—8—0  TYPE)  FREIGHT  LOCOMOTIVE,  CHESAPEAKE    AND    OHIO 
BUILT  AT  THE  BROOKS  WORKS  OF  THE  AMERICAN  LOCOMOTIVE  COMPANY. 


RAILROAD,    U.S.A. 


Leading  Particulars. 


Cylinders  :    Diameter,  22  ins.  ;    piston  stroke,  30  ins. 
Truck  wheels  diameter,  2  ft.  6  ins. 
Coupled  wheels  diameter,  4  ft.  8  ins. 
\Vheelbase  :   Rigid,  16  ft.  6  ins.  ;   total,  25  ft.  I  in. 

Boiler  :    Diameter  (outside),  6  ft.  4j  ins.  ;  length  between  tube  plates, 

14  ft.  7  ins. 
Heating  surface  :    Tubes,   2,912  sq.  ft.  ;    firebox,   169  sq.  ft.  :    total, 

3,081  sq.  ft. 


Grate  area,  48-445  sq.  ft. 

Working  pressure,  185  Ibs.  per  sq.  in. 

Weight  on  coupled  wheels,  nj  tons. 

Weight  of  engine  (in  working  order),  90^  tons. 

Coal  capacity  of  tender,  10  tons. 

Water  capacity  of  tender,  7,000  gallons. 

Weight  of  engine  and  tender  (in  working  order),  197$  tons. 


LOCOMOTIVES  of  1907. 


' 


"  THE  MOST  POWERFUL  LOCOMOTIVE   IX  THE  WOULD." 

MALLET  COMPOUND  ARTICULATED  (0—8— 8—0    TYPE)  ENGINE,  ERIE  RAILROAD,  U.S.A. 
BUILT  BY  THE  AMERICAN  LOCOMOTIVE  COMPANY. 

(SCHENECTADY    SHOPS). 


Cylinders  :     Diameter — H.-P.,   25   ins.  ;    L.-P.,   39  ins.  ;    piston  stroke, 
28  ins. 

Wheels  diameter,  4  ft.  3  ins. 

WTieelbase  :    Each  group,  14  ft.  3  ins.  ;    total  engine  wheelbase,  39  ft. 
2  ins. 

Boiler:   Outside  diameter  of  front  ring,  7  ft. 


Heating  surface  :    Tubes,  4,971-5  sq.  ft.  ;    firebox,  342-2  sq.  ft.  :    total, 
5313-7  sq.  ft. 


Leading  Particulars. 

Grate  area,  100  sq.  ft. 

Working  pressure,  2 1 5  Ibs.  per  sq.  in. 

Weight  of  engine  (in  working  order),  180^  tons. 

Tender:  Water  capacity,  8,500  gallons;    coal  capacity,  16  tons. 

Weight  of  engine  and  tender  (in  working  order),  257  tons. 

Tractive  force  (working  simple),  94,800  Ibs. 


44 


LOCOMOTIVES  OF  1907. 


HEAVY    2—8—2    TYPE    (SIMPLE)    TANK    LOCOMOTIVE.   NEVADA    NORTHERN   RAILROAD. 
BUILT  AT  THE  BROOKS  WORKS  OF  THE  AMERICAN  LOCOMOTIVE  COMPANY. 


Cylinders  :    Diameter,  19  ins.  ;    piston  stroke,  26  ins. 
Wheels:  Diameter  —  Truck,  3  ft.  6  ins.;  coupled,  4  ft. 
Wheelbase  :    Rigid,  15  ft.  ;    total,  34  ft. 

Boiler  :  Diameter  (outside),  5  ft.  6J  ins.  ;  length  between  tube  plates, 
15  ft.  6  ins. 


Heating  surface  :    Tubes,  2477-6  sq.  ft.  ;    firebox,   166  sq.  ft.  :    total, 
2643-6  sq.  ft. 


Leading  Particulars. 

Grate  area,  46  sq.  ft. 

Working  pressure,  200  Ibs.  per  sq.  in. 

Weight  on  coupled  wheels,  76^  tons. 

Weight  of  engine  (in  working  order),    looj   tons. 

Tender:  Water  capacity,  2,500  gallons;  coal  capacity,  5  tons. 


OF  THE 
U.C  DC  i  -r  • 


OF    CALIFORNIA          LIBRARY    OF   THE   UNIVER 


LIBRHRY    OF   THE    UHlVEf 


IVERSITY   OF    CALIFORNU 


IERSITY   OF   CALIFflRNI/    it 


REC'D  LD 

MAR  2  5  1959  |L°AN  DEPT. 


vn  rv 

rD  0, 


^sg 


ORNIA 


LIBRARY    OF   THE    UNIVERSITY   OF    CALIFORNIA          LIBRARY    OF   THE    UNIVERSITY   OF   CALIFORNIA          LIBRARY    OF   THE    UNIVERSITY   OF    CALIFOI 


ORNIA 


LIBRARY    OF   THE    UNIVERSITY   OF    CALIFORNIA          LIBRARY    OF   THE    UNIVERSITY   OF    CALIFORNIA          LIBRARY    OF   THE    UNIVERSITY   OF    CALIFOF